High-speed brake apparatus.



- R. A. PARKE.

HIGH SPEED BRAKE APPARATUS.

APPLICATION FILED SEPT. 2, 1909.

Patented Apr. 1, 1913.

2 SHEETS-SHEET 1.

R. A. PARKE. HIGH SPEED BRAKE APPARATUS.

APPLICATION FILED SEPT. 2, 1909.

LGWKQQK Patentefi Apr. 1, 1913.

2 SHEETS-SHEET 2.

- To all whom it may concern:

I and actuating piston so that pressure -r r it; 1

t li li ll iltltt lie HQ'USE BRAKE GUMPAE U PEITNSYLVAIHIA.

HIE-IL Specification of Letters lateut.

PJDBERT .Qi. EPARKE, 6F PARKE $911313 as, ill l' ltdilztlifi,Cill'ABZ-i, flfi$IGlt0R TO THE WESTING- Gl? FRMPZCSBURGIH,EEINNSYLVANIA, A CQRPORATION epplication filed Septemberfi, 39:09.serial Flo. erases.

Be it known that l, ROBERT A. PAM Qt, a citizen of the 'llnited'States,residing at Parke ll lines in the district of Nipis-asing, Province ofOntario, Dominion of Canada, have invented new and useful Improvementsin High-Speed Brake .tpparatus, of which the following is aspecification.

This invention relates to 'lluid pressure brakes and more particularlyto What is known as the high speed brake which is especially designedfor the service of trains which run at very high speeds, and whichemploys a high emergency brake cylinder for prod ucing a better stoppingefficiency.

lily present invention is more particularly in the nature of animprovement on that covered by my prior Patent 739918 of September 29,1903, in which an inertiagovernor valve mechanism is shown combined withthe high speed reducing valve device ad ustment and operates with morecase and of prior Patent 506185 of October ii', 1893.

According to this last mentioned patent the service port of the quickaction valve communicates with the valve chamber of the reducing valveand the brake cylinder through a port controlled by the valve when thehraltc cylinder pressure rises to the tel-mined maximum for service aplications further supply to the brake cylin or is cut oil; but inemergency applications the "full supply of air from the auxiliaryreservoir- Well that vented from the train pipe, is admitteddirectlythrough a separate passa'ge to the brake cylinder, and producing a veryhigh pressure therein which is then gradually reduced to a predeterminedamount by blowing .ofi through ithe outlet port of the IBdLiCID I valve.

Vsith the old standard construction of quick action triple valve asillustrated in the above mentioned patent, if the train pipe pressureshould he reduced slight-ly 'helovv the equalizing point in making anexcessive reduction, as otten hap mns, the triple valve then moves overto its extreme or emergency triple Y desired predeposition and opens thedirect passage from auxil ary reservoir to the brake cylinder. Thiswould produce the objectionable result of admitting an excessively highdegree of pressure to the brake cylinder at the time it is desired tolimit the same to the predetermined. sate maximum degree for slowspeeds.

iOne of the is to overcome improved triplevalve construction in whichthe emergency supply passage is separate from the service port but isnot adapted to be opened under a gradual reduction in train pipepressure to any degree for service applications, out is opened onlyunder a sudden reduction in train pipe pressure which. moves the triplevalve to emergency position by a quick and sudden movement.

Another feature of my invention com prises an improved form of inertiagovernor device which shall have a greater range of objects of mypresent invention certainty to readil open the discharge valve under thedesired rate of retardation hut promptly close the same when such rateof retardation is slightly but suiiiciently reduced. These and otherfeatures of my invention will "be hereinafter more fully described andset forth in the claims.

in the accompanying dra\vings,'l igure l is a side elevationrepresenting the general arranpement of a car air brake equipment ern ooying my invention; Fig. 2 is an enlarged sectional view of the pressurereducing valve and 'noproved inertia governor oi Fig. 1, showing thevarious operating parts of each in detail; Figs. 3 and i are oppositeend elevationsoi' the inertia governor, Fig. 3 representing the end atwhich the valve regulating the brake cylinder pressure is operated; Fig.4. representing the other end at Patented Apr. 1i, ildll n thisobjection and provide an which the inertia governor is siipported l)ythe idle lever; Fig. 5 is a longitudinal section of a portion of a quickaction triple mhodying one feature of my imelits and showing the slidevalve in lated by spring 13.

Westinghouse passenger brake system. a In addition, a pressure reducingvalve 5 is shown connected like that of the lVest-inghouse high speedbrake to the brake cylinderf by pipe 6. In addition tothese enunierr' edparts of the Westinghouse high speed brake there is an inertia governorconnected by pipeS with. the reducing valve 5. All these parts are alsopresent and coinbined in substantially the same way in m high speedbrake Patent N o. 739918 of September 29', 1903. As in that pressurereducing valve 5' is more clearly shown in Fig. 2, which comprises acasing 9', containing piston 10 and slide valve 11, secured betweencollars upon the sterh 120i piston .10. AS in the lVestinghouse highspeed reducing valve, the downward more nient of piston 10 and slidevalve 12 is regu- As compared with the other reducing valves abovereferred to, that of Fig. 5 has an additional pipe connection 14c, shownin Fig. 2 in. dotted lines, and a pipe 15 leading therefrom to thecasing of triple valve 16. The triple valve pipe connection 15communicates with annular passage 17, shown in Fig. 5, by which the airfrom the auxiliary reservoir must pass to the brake cylinder, (except inemergency applications only, as hereafter dcscribech) through pipe 115and the reducing valve 5,

instead GTE flowing directly from the triple valve into the brakecylinder, as is custo1nary. The pipe connection let o'l the reducingvalve leads, by the annular passage 18, about bushing 20, to port 19,through thebushing 20, thereby connecting with the slide valve chamberof the reducing valve. The port 21, in bushing 20, leading from theslide valve chamber to pipe 8 is rectangular in shape and, as shown inFig. 2, is normally closed by slide valve 1.1.

The inertia governor consists of casting 22, which is adapted to besecured by bolts to the framing of the car and contains at one end achamber 23 connected to pipe 8, in which is located a valve 24, normallyresting upon a seat at the'uppcr end of plug Valve 2% is provided withguiding stemsabovc and below, the lower stem 26 passing down through theguide 27 on the lower end of plug 525 and proiecting a short distancebelow it. (lasting supports the patent, the

'munn'ium, which. was secured by memo? inertia weight 28, by means oftwo levers 29 and 30, which are both composed of two arms each,straddling the weights, shown in Figs. 3 and l. The lever 29 issupported by means of two fulcrum bolts 31 and 32 secured to casting 22,while lever 30 is supported by a single boltnear the other end of castinThese fulcrum bolts 31 and 32 and t e supporting bolt 33 are cut away toform a if shaped support, like a bluntknife edge, upon which the leversrest. The weight 28 is similarly-: supported by means of pins 34 andthat extend traversely through the weight and are provided. with Vshaped ends projecting from bot-h sides, the edge in each case facingdownward and supported in corresponding grooves through the lower end ofthe arms of the levers. Lever 38 pin 37 to casting 22, while the'otherend extends horizontally below the lower end of guide stem 26 of valve2a. A short distance is leftclear between the end ofstem 26 and issecured at one end by,

the lever 36 to permit valve 24:-t0 settle solne- F what lever 36 Midwaybetween the centers of the valve stem 26 and pivot pin 3? there is aprojecting edge 3S'gnpon the lower face of level-.36, which rests uponthe bottom of a groove through the cross head, formed by the upperportion of lever 29, resting upon fulcrum pins 31. and 32. By-ineans ofthis groove through the cross head the bearing edge of the projection 38is brought into the same horizontal plane with the supporting edgesof'fulcrum b0lts 31 and 32. It will thus appear that by means of thefulcrum bolts and the cross head construction at the upper end of lever29, that end of the lever becomes itself a double fulcrum lever for theoperation of lever 36. When the lower end of lever 29 is moved ineitherdirection it rotates the upper end about one of the fulcrum bolts'Sl or32 and 'forccs lever 36 upward. "lhe supporting link or lever 30, on thecontrary, is merely pivoted at the upper end in the same manner as atthe lower end and is equally free to move in either direction.

In my former Patent No. 739918, above inferred to, the inertia Weightwas support- ,cd wholly by a single stem having a cross head at theupper end forming a double fulcrum lever, similar to that of lever 29 ofFig. 2. At that time it was believed that the occurrence of the maximumsafe brake shoe friction, causing the rate of retardation for which thegovernor is adjusted to operate, should result in an immediate fullopcnii'ig of the discharge valve 24: by the governor, and the promptreduction of the pressure in the brake cylinder to a safe the operationof the reducing valve; and that miniupon its seat without contact withmum emergency cylinder pressure, being within the limit of safety, forall conditions, was thencontinued to the end of the stop. The form ofinertia governor in that patent was adapted to that requirement, theinertia Weight operating to open the valve at the proper time and tothereafter hold it open, at least until after the rate of retardationhad fallen materially below that which was initially required to operatethe governor. It is true that it was also adapted for such an adjustmentthat it might open and close again with a comparatively slight reductionor the rate of retardation, but the range of adjustment was found to beso narrow with that construction that it could not be successfullyemployed for the purpose of the aresent invention, in which theemergency "rake cylinder pressure is controlled wholly by the operationof the inertia governor, the reducing valve having no part whatsoever insuch control. v

In the operation of the inertia governor device themotive force is dueto the inertia of the retarded governor weight operating at the lowerend of lever 29. In order to open valve 24 it is necessary to lift somuch of the governor weight as is supported by lever 29, in rotating thecrosshead, at its upper end, about one of the fulcrum bolts, It is alsonecessary to overcome the pressure with which valve 24 isvheld on itsseat, which is at that time the full pressure of the air in the brakecylinder, and it will be noted that the resistance thus offered to theopening of the valve by the air pressure upon it is multiplied by two,in its effect upon the crosshead, through the intervention or lever 36.When new the valve has once been opened the air in the chamber 23 andconnecting pipe 8 having comparatively tree'access to j the atmospheredischarges more rapidly than it is supplied to pipe 8, through the port21 in the reducing valve, whereby the air pressure in .pipe 8 andchamber 23 becomes materially reduced. The force required to hold valve24 in the open position is therefore considerably less than thatrequired to initially cause it to open, and in order that the same forceshall be required at the lower end ofthe lever 29 to maintain the valve24 inits openposition,-

that required to initially open it, the weight supported by lever :29must be so adjusted that its increased rotative movement, in thegpenosition of the valve, sli'all compensate" or tie reduced air pressureupon the valve in the open position. It was found to be practicallyimpossible to so proportion the'device of my former patent with a singleweight acting downward upon lever 29 that it shall both supply thereqjuisite valve opening force of inertia and.

a a satistactorily meet this conipensating requirement, but bysupporting the weight at two points by two levers, and properlyproportioning the weight carried by each, the aggregate resistance tothe opening movement of valve 24:, and that to maintainnig it in theopen position, may be made practically the same at all times withoutintertering with the provision of any required operative energy ofinertia for imparting opening and closing movement to the valve at thechosen rate of retardation. In this manner the device is easily adjustedto open valve 24 and promptly discharge the air fromchamber 23 and thebrake cylinder to the atmosphere until the rate of retardation isslightly but sufl icicntl' reduced, whercupon the valve 24 is closerand'the discharge of air discontinued.

The operation of the device is as follower In service applications ofthe brakes the air pressure in the train pipe is reduced by the engineerin the customary way and the operation of the triple valve opens port39,

shown in dotted lines in the triple valve bushing, in Fig. 5, wherebyair from ,the auxihary reservoir 1s discharged through port 39, annularpassage 17, and connecting pipe 15,leading to the pipe connection 1a ofthe reducing valve, and thence by the annular passage 18, about bushing20, to and through port 19, into the valve chamber, and thence to thebrake cylinder by pipe 6. Such discharge of air from the auxiliaryreservoir to thebrake'cylinder continues, in proportion to the reductionin train pipe pressure, until interrupted by the closing of thegraduating valve 47 of the triple valve. Additional graduations of airinto the brake cylinder may similarly occur, by making furtherreductionsin train pipe pressure until the air pressure in the brake cylinder,pipe 6 and the reducing valve -.chamber above piston 10, reaches apredetermined limit, for which spring 13 is adjusted, whereupon thespring 13 is compressed and piston 10 descends, together with slidevalve 11, and closes port 19. Further discharge of air from theauxiliary reservoir to the brake cylinder is thereby wholly cut off andthe maximum air pressure which can be obtained in the brake cylinder inservice ap plications is thereby limited. To release the brakes theengineer restores the air pressure in the train pipe, thereby causingthe triple valve to so operate that the air confined in the brakecylinder is 'discharged to theatmosphere, in the usualway. i

In emergency applications of the brakes, by a sudden reduction of airpressure inthe train pipe, the triple valve operates to discharge 'airfrom both the train pipe and tier.

all.

3?), annular passage l7, the connecting pipe and port 15) of thereducing valve, whereby a high pressure quickly accumulates in the brakecylinder, in pipe (3 and the reducing valve chamber above piston 10,which compresses spring 13 and forces piston 10 and slide valve l'ldownward to the limit 'of their movement, thereby not only closing portll) out also Opening port 31 and, through pipe 8, bringing chamber :23of the inertia governor device into direct communication with the brakecylinder. Valve 24 of the inertia governor device then controls thedischarge of air from the Whatever the pressure in the brake cylindermay be, to further operation of the apparatus takes place unless oruntil the friction of the brake shoes, resulting from such brakecylinder pressure, shall cause the rate of retardation for Which theincrtia'governor device is adjusted; Whenever-the fixed rate ofretardation is reached the resistance of the inertia of weight 28 tosuch retardation overcomes the obstruction to independent motion andcauses the lever 25-) to rotate about the forward one of the fulcrumbolts 31 or 32, raising lever 36, which thereby engages stem 26 andforces valve 24 upward from its seat. .Thereupon, the air in the brakecylinder is promptly discharged through pipe 6, port 21, pipe 8, chamberand i'inderncath valve 2% to the atmosphere. This discharge is veryrapid and continues until the pressure and trietion of the brake shoesare, in consequence, correspondingly reduced, and the rate ofretardation suliicicnt'ly declines to cause the weight 28 to return toits normal position and restore valve 2% to its seat. Should the rate ofretardation again equal the fixed limit at any subsequent period of thestop, the valve 24: will again be similarly opened and the air pressurein the brake cylinder will again be promptly reduced until a sutlicicntconsequent reduction of the rate of retardation has occurred to avertany danger of sliding the wheels upon the rails. By provision of portsand valves of suitable area it is quite possible with the present formof construction of the inertia governor device to provide tor such rateof reduction of air pressure, in the largest sized brake t he. that itwould be impossible for the rate ol retardation to increase or tocontinue undiniinished in spite of such di chargr-a, and wheel slidingis tl'iercloy posi-.

tively prevented. The maximum discharge of air required, lilUlli thelargest sized brake cylinder-in order to reduce the maximum air pressurethereof to the interior limit, may take place in the fraction oi asecond, without interfering with the delicacy of the adjustment andoperation of the inertia gov ernor de ice, constructed as shown in Fig.

brake cylin- 2, and however great the niaxirnuxn emergency air pressureprovided for the brake cylinder may be it will be promptly limi openedin the excessive full service position,

Fig. 5, while at the same time, it found desirable to still continue,connnunication be tween the auxiliary reservoir and the rcducing valvechamber in this position, after port 39 has been closed, port 43 may beadded, through the triple valve bushing, (see Fig. 6), in such aposition that it shall he uncovered by slot 40, and thereby permit theauxiliary reservoir air to pass through annular passage 17, theconnecting pipe 15, pipe connection 14 and through passage 18 and port19, into the reducing valve chamber. In the emergency application of thebrakes it is very well known that the piston and slide valve of thetriple valve are caused to move with great rapidity, andavhilc thetriple valve. piston -18 moves into the position shown in Fig, 5 in bothfull service and emergency applications, the slide valve in serviceapplications is drawn slowly into the position shown in Fig; 5, Withgraduatin; valve 47 open, but in emergency applications the inoveinentof said slide valve continues until the seating of the graduating valve-17 suddenly arrests it in the position shown in Fig. 6, whereby port llis uncovered by the angular slot 40, and. the auxiliary reservoir air isthereby given access to the emergency piston 42, which performs thefunction, in emergency applications, of providing communication betweenthe auxiliary reservoir and the brake cylinder. Port 44-, through theemergency piston, and lateral ports 4-5, through the stem of theemergency piston, may be provided, 1

to give abundant passage way for suchpurpose.

Having now described my invention, what I claim as new and desire tosecure by Letors Patent, is

1. In a fluid pressure brake system, thev combination of an auxiliaryreservoir, :1-

lu-ake-cylinder, a quick acting triple valve, :1 pressure reducingvalve, controlling a pas sage from the triple valve service port to thebrake cylinder, whereby the brake cylin dcr air pressure is limited inservice applicathe latter. passage only under a nuance?" tions of thebrakes, and an inertia governor, cont-rolling the brake cylinder airpressure in emergency applications of the brakes.

2. In a fluid pressure brake system, the combination of an auxiliaryreservoir, a

' brake cylinder, a quick action. triple valve, a

pressure reducing valve, cont-rollinga passage from the auxiliaryreservoir to the brake cylinder, whereby the brake cylinder air pressureis restricted to a fixed, moderate limit in service,applications of thebrakes, and an inertia ggkgvernor, operated by a fixed rate ofretardation, for controlling; the brake cylinder air pressure, so thatthe retardation caused by the resulting brake shoe friction, cannotexceed the said fixed rate in emergency applications of the brakes.

3. In a fluid pressure brake system, th combination of an auxiliaryreservoir, a brake cylinder, a quick action triple valve, a pressurereducing valve, controlling passage from the auxiliary reservoir to thebrake cylinder, whereby the brake cylinder airprcssure is subjected to amoderate, fixed limit in'servlce applications of the brakes, and aninertia governor, operated by a fixed rate of retardation, forcontrolling a brake cylinder relief valve, whereby the brake cylinderair pressure is so limited that the retardation of the brake shoefriction, result ing thereby, cannot exceed the said fixed rate, inemergency applications of the brakes 4.111 a fluid pressure brakesystem, the combination of train pipe, reservoir, a brake cylinder, aquick action triple valve, having a passage leading; from the auxiliaryreservoir to the brake cylinderv in service applications of the brakesonly, and another passage leading 5. In a fluid pressure brake system,the

tltimhination of an auxiliary reservoir, brake cylinder, aquiclcactiontriplc valve, having separate passages tor the air t'ronithe auxiliary reservoir to the brake cylinder in service applicationsand in einergency applications of the brakes and adapted to open snddcnreduction in train pipe pressure, and a pres sure reducing valve, whichcontrols one of, said passages from the auxiliary reservoir t e thebrake cylinder, whereby the hr'alce cylin dcrair pressure is restrictedto a moderate,

an auxiliary I L IIOIll lJOl-ll the train pipe and the auxiliaryreservoir to theapplications o't' fixed maximum in service applicationsof the brakes, which cannot be exceeded except in emergency applicationsot the brakes alone 6. faquiclr action triple valve device conia main.slide valve, and a piston and ,lve having a .lost motion relaave to heniein valve, said inain valve pro vided with an emergency port adaptedto .reinrlinclose-ft underan excessive service reduction in train pipepressure but opened by the momentum ogttl'ie' main valve under a suddenreduction in train pipe pressure.

7. it, quick action triple valve device, comprising a main slide valve,and a piston and graduating; valve having a lost motion rela' tive tothe in valve for graduating the apple, )1 said main valve operating atone ens cl: its lost motion under execs sire ice u ation in. train pipe1ressure to hold the quiet: act ion emergency port closed, lint adapteutc incntum under a sudden reduction to opp end of id lost motion to opensaid emergency port.

8. A quick ction triple valve device, comprising ni'ain slide valve, andpiston and graduating valve having a lost motion relative to the mainvalve for graduating the application, said piston operating under asudden reduction in train. pipe pressure to throw the main valve by itsmomentum to the outer end oi? its lost motion and open i act-ionemergency port.

is governor device, comprising a discharge valve, and an inertia Weightluring; two points cl port, one of said supports forming a douilefulcrum lever operating to open said valve.

All

in a discharge valve,

lie

11. in a fluid pressure loralre system, tle

combination cl an auxiliary reservoir, a

brake cylinder, quiclt action triple valve moved hy inoo inertiagovernor device, ccn'i ii lfi ltltl and an inertia governor devicecontrolling a relief valve in a discharge passage from the brakecylinder, and having an inertia weight supported at twn.,points, onebeing the end ot the double fulcrum lever winch weig it of the saidinertia Weight supported. by t said lever being so chosen thatresistance of gravity resulting from opening movement of the valve,shall Stillstantially compensate for the reduction. the resistance ofthe air pressure upon the rein valve thereby, the t *etardatlon whichcauses openin move ment tl e. reln valve being .i rehy re quired to In,ntain the operetively open opens, the relief valve, the portion of thesii'ion thereof; as aiid for the purpose set forth.

1.2. In a fluid pressure brake, the combi nation with a brake cylinderand triple 'valve, of a pressure reducing valve for limiting the brakecylinder pressure in service applications of the brakes and an inertiagovernor for controlling the brake cylinder pressure in emergencyapplications in of the brakes.

13. In a fluid pressure brake, the combination with a brake cylinder,triple "valve, train pipe, and auxiliary reservoir, of aninertiegovernor operative only inan emergency application of the brakesfor releasing air from the brake cylinder.

In testimony whereof I have hereunto set my hand.

ROBERT A. PARKE. Witnesses J. S. DAVIS, E. A. WRIGHT.

